海難救助의 法理에 관한 硏究 : 人命救助를 中心으로 = A Study on the Obligation of Marine Salvage and Its Compensation
저자
鄭淵炯 (海洋大學)
발행기관
학술지명
권호사항
발행연도
1978
작성언어
Korean
KDC
040.000
자료형태
학술저널
수록면
553-703(151쪽)
제공처
소장기관
The maritime adventure is always exposed to the maritime perils which are peculiarly incident to a sea voyage and which might well create a greater langer of total loss than similar accidents do on land. Furthermore, marine casualties caused by such perils as stranding, sinking, fire, collision, heavy weather, explosion, ice, war, barratry, epidemics, dense fog, etc. are sometimes so serious as to necessiate to render services which save or help to save maritime property both on economic and humanitarian grounds, in which case a liability that shipowners have to face is maritime salvage.
Despite the development of ship's engineering and the improvement of seafarer's professional knowlege, the analysis of these casualties which can be attributable to the five factors, namely, nature, route, ship, traffic, and seafarer, shows that they are on the increase annually. As a preventive measure, there exist a number of laws regualting marine salvage. These include the Law of Ship, the Ship Safety Law, the Seamen's Law, the Pilotage Law, the Commercial Law, Rules of road at sea, etc. However, in case where vessels, cargoes and persons are exposed to actually impending sea perils, the marine salvage is then indispensable. There are two phases of the Marine Salvage Laws regulated by the nations of the world today. of which one relates to the saving of property, namely, the ship or her cargo or both of them, and the other to the saving of life at sea.
The former is regulated in the Maritime Commerce Law which is the private law and the salvor who voluntarily saved or helped to save the ship or her cargo or both of them is entitled to compensation for services rendered (Commercial Law, Article 849), while the latter is regulated in the Seamen's Law (Article 14) and the obligatory saving of life is the subject of it.
Meanwhile, the Brussels Convention (1910) relating to assistance and salvage at sea regulates, for the most part, the problems arising from the right to remuneration for service rendered to rescue the property in danger, also regulates the saving of life at sea as the obligation of the master. Salvage at sea is indirectly encouraged by the economic grounds, viz., the right for reward as provided for in the Commercial Law as for the saving of property, however, the saving of life is provided for as obligatory in the Public Law based on the humanitarian grounds. It is just for this reason that the life itself does not constitute the subject of general average contribution as provided in the Maritime Commercial Law. International Convention for the Unification of Certain Rules Relating to Bills of Lading (1924) provides that any deviation in saving or attempting to save life or property at sea or and reasonable deviation shall not be deemed to be an infringement or breach of the Convention or of the contract of carriage and the carrier shall not liable for any loss or damage resulting therefrom.
Under the relevant statute in force, the salvor is entitled to right for reward when his voluntary assistance to a vessel or her cargo either saves or recovers it from an actually impending peril, but it is not so in respect of the saving of life at sea with the exception that he is eligible for salvage charge only in case life and property are saved simultaneously (Commercial Law, Article 853). It is hardly understandable that there exists no way of recovery of the expenses actually incurred related to the saving of life, which should be arisen as a problem to be solved. Accordingly, the writer places his prime aim on the study of the present marine salvage system in whole and on the suggestion of the most proper and reasonable salvage system.
In conclusion, after a careful study based on the analysis of the marine salvage, the writer affirmed the life salvage compensation must be most fair and reasonable and suggest the enactment of Life Salvage Compensation Fund Act. Here, we can take the three ways as to who will bear the salvage charge, which will be borne by, namely, 1) the person who had been rendered assistance or rescue, 2) the owner of the ship, 3) the government authorities. In any case, however, any of the above three has some defects and cannot be met satisfactorily. Therefore, the writer deems it reasonable to make the so-called Life Salvage Compensation Fund with which to cover the life salvage charge. Such fund should be raised by the owners of the ships in principle to which the subsidiary from the government will be added. For instance, the owner of the ship should pay a certain amount of the fund when he registers his ship, and thus collected fund falls under the control of the District Maritime Administration and Port Authorities.
In case of the fund mounting to too large amount of money, it should be restricted to some extent and the government authorities will bear the deficiency with a subsidiary. In fixing the amount of salvage charge, it is advisable to apply the Commercial Law, Article 850 and to reach an agreement taking the extent of danger and expenses, etc. into consideration, and in case the parties concerned reach no armicable agreement, they will bring an action to the court.
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